Railway cae



(No Model.) 3 SheetsSheet 1.

W. H. WARD. RAILWAY GAR. No. 246,926. Patented Sept. 13,1881.

N. PETERS. F'holo-Lillmgmplmr. Wnslnnglcn. n c.

(No Model.) 3 SheetsSheet 2 W. H. WARD.

RAILWAY OAR.

Patented Sept. 13, 1881.

- ihvfiat-07".- WiZmwm (No Model.) I 3SheetsSheet 3.

W. H. WARD.

RAILWAY GAB, I No. 246,926. Patented Sept; 13,1881.

ilwirno STATES PATENT OFFICE.

\VILLIAM H. WARD, OF PITTSBURG, PENNSYLVANIA.

RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 246,926, dated September 13, 1881.

Application filed January 29, 1851. (No model.)

To all whom it may concern Be it known that I, WILLIAM HENRY WARD, a citizen of the United States, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improved Railway-Car, of which the following is a specification.

My invention is directed to the production of an improved construction of cars for the transportation of live stock or other freight by rail, and to means for watering, feeding, warming, and caringfor the stock while in tra-nsitu, s0 that the same may be delivered in an improved condition.

'In lowering the car-floor between trucks the middle longitudinal floor and bufi'er-timbers are leftintact, soas to form a substantial backboneforthecar-body,forthepurposeof giving the required longitudinal resistance for the train pull and push, while the side-floor timbets are cut between the trucks to bring the flooring as near the rail as safety will allow to obtain convenience for ingress and egress for the stock at the side doorways; for easy freight loading and unloading from track-level, and to obtain increased interior space for an overhead iloor for the storage of food; for the arrangement of a pump and food-crusher, and facilities for operating the same; to afford more head-room for certain classes of freight that cannot be carried in the ordinary box-cars, and to provide a passage-way on the overhead floor from one end of the car to the other for the attendant to feed and water the stock, provision being made for his entrance into said overhead space by properly-guarded roof-openin gs.

To prevent the car from being train-crushed or drawn asunder its middle or draw-head stringers must cross the depressed flooring in unbroken lines, so as to resist the concussions and longitudinal strain which are so destructive to railway rolling-stock.

Each car is provided with a longitudinal overhead pipe, adapted for continuous trainconnection and to be put into communication with a water tank or reservoir to supply water to the stock in the cars of the train while in motion through the medium of a pump arranged in each car and the injector of the locomotive and suitable hose and nozzle-pipe connections with said feed-supply pipe, the said pump being under the control-of the attendant to 0perate it either by hand or through frictional power obtained from the axle of the car-wheel at pleasure. This supply-pipe of feed-water is 5 5 provided with suitable means for cutting off suchsupply whenever required, and for being put in open communication with the exhaust ports of the locomotive-engines, or with the steam-chamber of the locomotive-boiler, whereby the said water supplying feed-pipe is'converted into a steam warmingpipe throughout the train.

Referring to the accompanying drawings,Figure 1 represents a car, in half-vertical section and elevation, constructed in accordance with my invention; Fig. 2, a top view of the same; Fig. 3, a cross-section; Fig. 4, an elevation of a locomotive, and partially of the tender, showing the fecd water and warming pipe connec- 7o tions for the train, a portion of the first car of which is shown in section; Fig. 5, a top view of that part of the train shown in Fig. 4; and Fig.6, an enlarged section, showing the pump and its operating-connections.

To enable others skilled in the art to construct railway-cars for a stock-train in accordance with my invention, 1 will proceed to describe speeitically the several matters which constitute my invention.

In carrying out the construction of cars for a railway stock-train it will be understood that the use of the special provisions by which the train is adapted for the transportation, feeding and watering and caring for the stock can be dispensed with--that is to say, the partitions and the feeding and watering troughs and feed-racks which they support are made movable, as is the overhead flooring of the depressed portion of the car-body, and the train 0 adapted for carrying freight, the removed parts being stored over the second floor, at the ends of the car, directly over the trucks.

In the construction of the car the central silltimbers, A A, of the floor of the car-body re- 9 5 main intact for stiifness, strength, and resistance, but may be separated a sufficient distance apart to constitute a'stall. The side-sill floortimbers, a, are out between trucks, as shown at b, where they join the side vertical timbers, 0, I00

at which point the floor 0' is dropped down to within a safe distance of the surface of the track. This depressed portion of the carfloor is supported by truss-rods d, which are secured to the top longitudinal timbers of the car, directly over the truck-bolsters, at which point the top of the car is supported against any yielding of the truss by uprights c whiletruss-rods d have their resistance over the side uprights, c,which are trussed by struts 0 by which means the suspended portion of the car-body and its load between the trucks is brought in abutmentbearing position directly upon the bolsters of the car -trucks. The flooring c is supported on cross-timbers 0 that have their bearing on the horizontal portions of the truss rods d, which flooring is additionally supported in the center by the truss-rods d, which extend from each side of the doorways e 6, arranged in the sides of the car, in the center of the depressed floor part. The doorways are provided with ordinary sliding doors. By reason of suspending the depressed portion of the floor the top, side, or plate timbers are made deeper, to give increased strength.

The depression of the car-floorin the manner described, without cutting the main resistingtimbers of the car-body, gives important advantages, among which are theretention of the resistin g force and strength of the car-body; easy access for loading of living freight from tracklevel into the lower floor-level, from which, by bottom plank walk, 0 (shown by dotted lines in Fig. 1,) said living freight can load itself in the ends of the car. It aflords greater facilities in loading and unloading all descriptions of freight, and more especially living freight. This floor-depression furnishes extra overhead space for an o'verhead flooring, f, laid upon joists f, which, with said flooring, are made removable. This upper'spa'c'e forms an overhead passage beneath the root from one end to the other of the car for the storage of food for the living freight within the said car, whereby the attendant is enabled at all times to feed the stock in said or any other car of the train. Slide-doorsg are made in the upper central portion of the car, for the admission of food, while windows g at the opposite sides and ends of the car serve to give light to the overhead space.

Man-holes are provided in the roof of the car for ingress and egress of the attendant, enabling him to attend to the stock of the train at all times. These man-holes are provided with covers 9 which are opened toward the direction oftravel for the purpose of preventing sparks from the locomotive entering said man-hole, and also aflording a vacuumdraft for ventilation. They are also provided with closed ends, which assist in forming the vacuum-draft and preventing sparks entering. The covers are hinged, and are held open to any desired extent by an eye-jointed rod fastened to the cover by the eye-joint, the other end passing through an accommodating eyejoint socket provided with a thumb-screw for retaining it in position.

The construction of this car is such that it will admit of the most approved method for arranging the partitions and food and water troughs. In the arrangement shown the partitions h serve to partition the lower or central stalls from the upper orend stalls, and to carry the feed and water troughs h on either side thereof, and the l'iay-racks h, arranged above said troughs. These troughs are arranged crosswise, so that the stock will stand tails toward each other in the lower stalls, while those in the upper spaces stand facing those in the lower stalls. One or more additional partitions, 7L3, at each end of the car serve to form additional stallsiu which the stock stand crosswise of the car and feed from side troughs, h, and hay wall-racks it as shown in Fig. 1.

Having described the general construction of the car and the provisions for feeding the stock, it now remains to describe the means for supplying water to the stock during transportation, whether moving or standing.

A pipe, 2', passes through the car centrally just beneath the roof, and extends sufiicieutly beyond its ends to allow of beingcontiuuously connected by suitable couplings, z, with asimilar pipe in each car throughout the train.

To supply the pipe t' a pump, j, is provided in each car, having a suitable pipe-and-cock conncctiomj, with said pipe 2', and alsoa flexible-hose connection, j with the water-tank B of the locomotive-tender. The pump crankshaft has a band-wheehj, in one of the arms of which is fixed a wrist-pin, by which means the attendant is enabled to operate the pump and draw the water from the tender-tank to supply the wants of the living freight in said car through the pipe and nozzle hose-conned tions with said pump. Means are provided for utilizing the rotation of one of the carwheel axles to operate said pump, which means consist of a belt, k, from the leading pulleyj of the pump to a driving pulley, k, which is secured to an overhanging shaft, 71 on which is a leading pulley, k which receives its motion from a driving pulley, in, through the medium of the connectingbelt k". The driving-pulley k is mounted on a shaft which is secured in suitable bearings which are-supported from the lower bolster timber of the truck and in horizontal plane with the axles of the wheels. On this shaft is ailixed a friction-roll corresponding in size to the pulley k on said shaft, one end of which is secured in a swing-lever, k which hasitsfulcrnmed pivot at its lower end, and from its upper end a cord, k leads around a sheave, h to the upper floor, near the pump, the pulling up ofwhich cord by the attendant moves the friction leading roll and puts it in frictional contact with a driving friction-roll, k ,-ou the truckaxle, so that the movement of thetrain imparts motion tothepump. Thispump-connectionisentirely under the attendants control for supplying water from the tender-tank to the stock of the train when in motion and whenever required.

The pipe 4. is provided with one or more T- branches, t, having a nipple and cook, for the attachment of hose by which to water the stock and cleanse the car. The said hose is not shown, butis provided with theusual stopcock nozzle by the use of which the stock is watered. The hose having been attached to the cock t of the su1)ply-pipei,and the nozzlecock being closed,the attendant opens the cock t letting water into the hose, the free end of which he then carries with him to the stockfloor and supplies a sufficient quantity of water to the respective troughs.

The pump, with its described appliances and connections, is the primary means for supplying water to the stock of the train. In cold weather the pump will be prevented from working by the freezing of the water in the pipes and pump. To provide against this contingency the supply-pipe t is extended or continued over the tender, and is connected to the locomotive-injector l, thereby using its feed-water-pipe connections to supply the piped from the tender-tank through said injector l, by which the temperature of the water is raised, so as to flow freely throughout the pipes of the train. The injector l is connected to the feedpipe i by a branch pipe, I, which has a cut-off cock, to prevent the flow of water into the feed-pipe i when the injector is required to supply feed-water to the boiler of the locomotive; but when said injector l is required to supply feed-water to the cars of the train then the cut-off cock I must be closed to prevent the water from passing into the locomotiveboiler.

It is important in this connection to notice that they pump and the injector may be operated together when the train is in motion; or the injector I will supply the pipes'iwhen the train is standingand the pumps can only be operated by hand, and for this purpose the supply-pipe ot' the train is connected with the pumps of the several cars and with the locomotive-injector.

In the event of the primary pump being out of order, or a car having no pump being next the tender, then provision is made for such contingency by connecting the injector-pipe l to the locomotive-feed-water pipe 1 by an extension of the injector-pipe l to a connection, 1 with the pump-connection pipe 6 and thus put the pump of the locomotive in communication with the t'eed-pipe t. By an interposing stop-cock, l, the flow of the water into the boileris prevented when required to supply water for the train.

Having described the pipe i as the means for supplying feed-water to the train, by suitable connections the said pipe is converted into a warming-pipe for the train, using the exhaust-and live steam for the purpose, to accomplish which the pipe Z has branches t i which are connected with the exhaust-ports of the locomotiveengine, as shown in Figs. 4 and '5, the said branches being provided with stopcocks '6 which being opened and the watercocks t" 17, Figs. 4 and 6, being closed, and the feed-water-pipe cocks "i which are located at the joint ends of the feed-pipe i, being opened, will allowthefiowoftheexhaust-steam throughout the pipe'iof the train and raise the temperature in each car, imparting comfort to the live stock, and prevent freezing of perishable freight; but when the train is standingitmay be found necessary to keep up this temperature, to effect which a branch pipe-connection, m, is made between the feed-pipe t' and the steam-chamber of the locomotive boil'er, which branch connection has a feed and stop cock. m, by opening which and closing the cooks i of the branch pipes t the live steam will flow into and through the pipes i throughout the train.

Referring now to the construction of the ear, the lower floor-timbers, 0 are shown as being arranged crosswise; but they may be placed lengthwise of the car and planked upon the lower side above the truss-rods, by which more head-room is obtained.

The trussing is shown as supportingthc middle depressed portion of the car-floor in such manner as to bring the supporting resistance directly over the bolsters of the trucks; and while this construction is preferable, yet it is obvious that differenttruss-connections maybe used to bring the resistance over the trucks in the manner of bridge-abutments.

A car constructed with a floor-depression between trucks, having the middle buffer-Hm bers intact, will be found advantageoustor general freight, baggage, express, and postal service, in addition to that of stock service, as stated.

When the car or the train is to be used for conveying freight the partitions, with their feed-troughs and the depressed portion of the second floor, are removed and stored upon the end portions of said second floor, whereby a large head room is obtained for freight, heretofore diflicult of shipmentin the ordinary boxcars. The car is provided with side windows, mt'or light and ventilation. The arrangement shown of the feed and water troughs,their partitions, and the described positions of the stock in the car is probably the best; but other arran genients of these parts may be made whereby the same desirable ends may be obtained.

It is manifest thatin the construction of this car a space hitherto not utilized is utilized for carrying purposes without impairing the resisting strength of the car.

The couplings z of the snpply'pipes i are adapted to accommodate themselves to the longitudinal and lateral movements of the train without depression; butas such construction of these pipe-conplings is more fully set forth in an application tiled January 19, 1.881, for warming the cars of a railway-train, it is not necessary to further describe such coupling herein.

To enable the animal to be placed in the stall formed by the butleatimbers, removable steps or a batten plank walk is provided for such purpose, and from which the animal can step over the said timber or timbers.

The back-bone buffertimbers AA have been described as forming a middle stall in the de pressed floor part; but this is not essential, as such timbers may be placed the usual distance apart in ordinary car construction.

Raised inclined platforms 0 are provided for the stock, to give better cleanliness, and to form a waste-food receptacle at the raised ends thereof.

Sliding open-slatted doors D are provided at each end and on opposite sides of the car, for comfort and ventilation.

The overhead floor,f, may be made closed or slatted, as most desirable.

It will be understood that the controllinglever k of the friction-power device is provided with means to secure the said friction device into or out of frictional contact at pleasure.

It is also understood that when usingthecontinuously-connected supply-pipe i as a heater all its throughway-cocks "i are open, so as to allow freedom for the steam exhaust.

In using the frictional pump-driving device the counter-shaft performs an important function in compensating for the spring movement between axle and car-body without affecting the effectiveness of the driving-belts.

I claim-- 1. In a railway-car, the combination, with a depressed floor between the trucks and the side floor-sills, a, interrupted at such depression, of the uninterrupted middle draw-head stringers or bufl'er-timbers, A A, and the trussrods (1 (1, arranged to support the said depressed floor from points over the trucks, substantially as described, for the purposes specified.

2. In a car having its main floor depressed between the trucks and side sills interrupted at such depression, the combination, with such depressed floor, of the truss-rods d (1, supporting said depressed floor part, and the uninterrupted middle draw-head stringers or buffer timbers A A, the said supporting truss-rods being arranged on each side of the doorways e, and seen red to the top timbers or plates, substantially as described, for the purpose specitied.

3. A railway-car having its floorc depressed between interrupted side sills, a a, and the trucks, and the draw-head stringers or buffertimbers A A, crossing the said depressed floor part, substantially as described, in combination ith the truss-rods d d, the side studs, 0 c and the struts 0 the said studs and struts being arranged in the relation to said truss-rods, the depressed floor c, and the bolster-timbers of the trucks substantially as described, for the purpose specified.

4. In a railway stock-car having its main floor depressed and supported from the top timbers or plates, substantially as described, the overhead floor, f, extending from one end of the car to the other, and having a depressed part corresponding with the depressed mainfloor part, and the partitions h, dividing the space transversely between the said main and overhead floors, and provided with troughs and racks for feeding and watering the stock, substantially as described.

5. In a railway stock-car having its main floor depressed and supported, as described, the overhead floor,f, forming a space beneath the roof, the partitions h, dividing the space between the said main and overhead floors transversely,and provided with troughs'forfeeding and watering the stock, and roof ingress and egress openings provided with hinged covers g adapted to close and to guard said openings, substantially as described.

6. In a railway stock-car having its main floor depressed and supported as described, the overhead floor, f, forming a space beneath the roof, the partitions h, dividing the space between the said main and overhead floors transversely, and provided with means for feeding and watering the stock, the said overhead space being provided with side doors, g, windows g, and roof-covered openings, substantially as described, for the purpose specified.

7. A railway stock-car constructed with a main floor depressed between the trucks and an overhead floor, forming a space beneath the roof, the space between the floors being divided transversely at the junctions of the depressed part with the main floor by partitions 1!, to form the middle stall-space separate from the end stall-spaces of the car, and adapted to support troughs it within the middle and the end stall-spaces, the said overhead space provided with means for supplying water, substantially as described.

8. In a railway stock-car constructed with an overhead floor, f, forming a space extending from end to end of the car, and provided with roof-covered openings, the supply-pipe 2',

arranged within said space and provided with couplings t" i for a nozzled hose, and the troughs for feeding and watering the stock arranged between the main and overhead floors of the car, substantially as described.

9. A railway-ear for the transportation of live stock, constructed with a flooring, f, beneath the roof, the supply-pipe t, provided with the connection 2" i for a nozzled hose, and cock 5, and also with means for forcing water into said supply-pipe from a reservoir, substantially as described, for the purpose specified.

10. The combination, in a stock-car, of the overhead floor, f, and the supply-pipe i, provided wit-h a connection,t" 6 for a nozzled hose, and cocks 11 within the car, with the pump j, having a connection,j, with said pipe, and a connection, j, with a supply-reservoir, the counter-shaft k, the belt-connections k k and a controllable friction device, operated substantially as described, for the purpose specified.

1 1. A railway stock-car constructed with an overhead floor extending from one end of the car to the other, and forming a roof-space for the purpose described, the said floor having a removable middle depressed part, substantially as described, for the purpose specified.

12. As-a means of supplying water to stock in railway-cars, the connected supply-pipesi of the train, provided with a connection, i for a nozzled hose and cocks i within each car, substantially as described, the said connected supply-pipes having water-communication with the tender-tank through a pump, j,

car, substantially as described, the said connected supply-pipes having water-communication with a reservoir through the forcing agency for watering the stock and for warmingthe 0 cars of the train, substantially as described.

In testimony whereof I have. hereunto set my hand in the presence of two subscribing witnesses.

W. H. WARD. Witnesses:

A. E. H. J oHNsoN, J. W. HAMILTON J oHNsoN. 

